US20170096946A1 - Improved fuel injection architecture - Google Patents

Improved fuel injection architecture Download PDF

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Publication number
US20170096946A1
US20170096946A1 US15/311,820 US201515311820A US2017096946A1 US 20170096946 A1 US20170096946 A1 US 20170096946A1 US 201515311820 A US201515311820 A US 201515311820A US 2017096946 A1 US2017096946 A1 US 2017096946A1
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United States
Prior art keywords
fuel
manifold
flow
meter
injection
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Abandoned
Application number
US15/311,820
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English (en)
Inventor
Pascal RIZZO
Philippe Jean Rene Marie Benezech
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Helicopter Engines SAS
Original Assignee
Safran Helicopter Engines SAS
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Filing date
Publication date
Application filed by Safran Helicopter Engines SAS filed Critical Safran Helicopter Engines SAS
Assigned to SAFRAN HELICOPTER ENGINES reassignment SAFRAN HELICOPTER ENGINES ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BENEZECH, PHILIPPE JEAN RENE MARIE, RIZZO, Pascal
Publication of US20170096946A1 publication Critical patent/US20170096946A1/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/22—Fuel supply systems
    • F02C7/228—Dividing fuel between various burners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F02C9/263—Control of fuel supply by means of fuel metering valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23K—FEEDING FUEL TO COMBUSTION APPARATUS
    • F23K5/00—Feeding or distributing other fuel to combustion apparatus
    • F23K5/02—Liquid fuel
    • F23K5/06—Liquid fuel from a central source to a plurality of burners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23K—FEEDING FUEL TO COMBUSTION APPARATUS
    • F23K5/00—Feeding or distributing other fuel to combustion apparatus
    • F23K5/02—Liquid fuel
    • F23K5/14—Details thereof
    • F23K5/16—Safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F23R3/34—Feeding into different combustion zones
    • F23R3/346—Feeding into different combustion zones for staged combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2240/00—Components
    • F05D2240/35—Combustors or associated equipment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23K—FEEDING FUEL TO COMBUSTION APPARATUS
    • F23K2203/00—Feeding arrangements
    • F23K2203/10—Supply line fittings
    • F23K2203/105—Flow splitting devices to feed a plurality of burners

Definitions

  • the present invention relates to a turbine engine fuel injection architecture, and to a combustion assembly comprising such an architecture.
  • a fuel injection architecture traditionally comprises at least two fuel injection manifolds 10 A , 10 B , each manifold may dispense a fuel flow to one or several fuel injectors (not shown).
  • the injectors associated with a given injection manifold are grouped according to their characteristics, like in particular their permeability or their injection technology.
  • Each injection manifold is supplied with a fuel flow Q A , Q B , which is a fraction of a total fuel flow Q issued by a main fuel meter 12 , which meters this flow from a fuel source stemming from the fuel tank R of an aircraft in which the architecture is set up, the architecture being traditionally mounted on the engine, and the flow being extracted from the tank by one or several pumps (not shown).
  • the maximum acceptable flow rate in each manifold Q AMax , Q BMax is generally less than the maximum total fuel flow rate Q Max issued from the main meter 12 .
  • the fraction of the total flow dispensed at each injection manifold is, as for it, set by a distribution meter 11 , positioned between the main fuel meter 12 and the manifolds 10 A , 10 B .
  • the distribution meter thus dispenses the total fuel flow between two or more manifolds, according to a determined distribution law.
  • FIG. 2 a an exemplary fuel distribution law is illustrated between the manifolds 10 A and 10 B , depending on a total flow rate set value sent to the main meter 12 .
  • a threshold value Q s which preferably is less than or equal to the maximum acceptable flow rate in the manifold 10 A Q AMax
  • the totality of the flow rate is dispensed to the manifold A for giving preference to this manifold (for example for promoting the use of the type of injectors associated with the manifold A).
  • the distribution meter dispenses the flow between the manifolds A and B (point O 11 in the figure).
  • Q S Q ⁇ Q ⁇ Q Max
  • Q A Q AMax
  • Upstream pressure ⁇ Downstream pressure Ka′*Qa 2 for the manifold A
  • Upstream pressure ⁇ Downstream pressure Kb′*Qb 2 for the manifold B
  • Ka′ and Kb′ being constants depending on the permeability of the manifolds and of the injectors for a fluid of given specific gravity.
  • an abnormality may occur in the operation of the distribution meter 11 , so that the provided flow rate distribution law is no longer observed.
  • the distribution meter may be found blocked in a position where it issues a 100% of the total flow Q towards the manifold A, in which case the flow rate Q A in the manifold A may be greater than the maximum flow rate Q AMax .
  • an increase in pressure occurs in the manifold A which is passed onto the distribution meter 11 and then to the main meter.
  • the main meter is typically associated with a device for protection against overpressures such as an overpressure valve 13 .
  • the valve 13 opens by sending back the flow rate upstream of the metering system. The flow leaving the main meter 12 is then reduced, which reduces the pressure generated by the manifolds. The main flow rate law is then no longer observed.
  • FIG. 2 b the effective distribution of the flow between the injection manifolds is illustrated, depending on a total flow rate set value sent to the main meter 12 .
  • the malfunction of the distribution meter 11 implies that the total flow issued to the injectors is less than the total flow rate set value sent to the main meter. This reduced flow induces a loss of power of the turbine engine.
  • the object of the invention is to propose a turbine engine fuel injection architecture which gives the possibility of maintaining the power of the turbine engine even in the case of malfunction of the distribution meter.
  • the object of the invention is a turbine engine fuel injection architecture, comprising:
  • each manifold being adapted for dispensing a fuel flow to at least one associated injector
  • a main fuel meter adapted for metering a total fuel flow to be issued to at least both injection manifolds
  • a distribution meter positioned between the main meter and the injection manifolds, and adapted for dispensing at least one portion of the total fuel flow between both manifolds
  • the architecture being characterized in that it further comprises a bypass valve adapted for discharging a flow from a first manifold to a second manifold in the case of fuel overpressure in the first manifold.
  • the architecture according to the invention may further comprise at least one of the following features:
  • the architecture further comprises a second bypass valve adapted for discharging a flow from the second manifold to the first manifold in the case of fuel overpressure in the second manifold.
  • the distribution meter is adapted for distributing the portion of the total fuel flow between both manifolds according to a distribution law in which, for a flow rate of less than a predetermined threshold flow rate, the totality of said flow is issued to the first injection manifold.
  • the first bypass valve discharges a fuel flow from the first to the second manifold when the pressure in the first manifold is greater than or equal to a pressure attained during the flow in the manifold of the threshold flow rate.
  • a bypass valve is a hydromechanical overpressure valve.
  • a bypass valve is of the electromechanical type.
  • the architecture further comprises a processing unit adapted for controlling the valve according to at least one parameter from among the group comprising a pressure difference between both manifolds, a speed of rotation of the turbine engine, an atmospheric air pressure, an air pressure at the output of one or several compressor stages of the turbine engine, a fuel pressure at the output of a low pressure pump of the turbine engine, a fuel pressure at the input of the high pressure pump of the turbine engine, an actual position of the main fuel meter, and an actual position of the distribution meter.
  • a processing unit adapted for controlling the valve according to at least one parameter from among the group comprising a pressure difference between both manifolds, a speed of rotation of the turbine engine, an atmospheric air pressure, an air pressure at the output of one or several compressor stages of the turbine engine, a fuel pressure at the output of a low pressure pump of the turbine engine, a fuel pressure at the input of the high pressure pump of the turbine engine, an actual position of the main fuel meter, and an actual position of the distribution meter.
  • the architecture further comprises a pressure sensor in each of the first and of the second manifold, or a differential sensor adapted for measuring a pressure difference between the first and second manifold, and the processing unit is adapted for controlling the valve according to said pressure difference.
  • the architecture further comprises an overpressure valve associated with the main fuel meter, adapted for discharging a flow towards the upstream side of the main fuel meter relatively to the fuel flow in the case of overpressure between the main fuel meter and the distribution meter.
  • the object of the invention is also a fuel combustion assembly of the turbine engine comprising:
  • a plurality of fuel injectors respectively supplied by either one of the injection manifold and adapted for injecting fuel into the combustion chamber.
  • the invention finally relates to a turbine engine, comprising a combustion assembly according to the preceding presentation.
  • FIG. 1 already described, schematically illustrates a fuel injection architecture according to the state of the art
  • FIG. 2 a already described, illustrates an example of a fuel distribution law between two injection manifolds
  • FIG. 2 b also already described, illustrates a distribution example between the manifolds in the case of malfunction of the distribution meter
  • FIG. 3 a schematically illustrates a fuel injection architecture according to an embodiment of the invention
  • FIGS. 3 b and 3 c schematically illustrates a fuel injection architecture according to an alternative embodiment, with different types of valves,
  • FIG. 3 d schematically illustrates a fuel injection architecture according to another embodiment
  • FIG. 4 illustrates a distribution example of fuel between two injection manifolds in the case of malfunction of a distribution meter with an architecture according to an embodiment of the invention
  • FIGS. 5 a and 5 b schematically illustrate a turbine engine and a combustion assembly comprising a fuel injection architecture according to an embodiment of the invention.
  • FIG. 5 a an example of a turbine engine 1 is illustrated comprising a combustion assembly 2 detailed in FIG. 5 b.
  • the combustion assembly 2 comprises a fuel combustion chamber 20 , as well as a plurality of injectors 21 A , 21 B ( FIG. 5 b ) opening into the latter for injecting the fuel flow required for driving the turbine engine.
  • the combustion assembly further comprises a fuel tank R, and a fuel injection architecture 3 for supplying the injectors with fuel with the flow distribution desired for proper operation of the turbine engine.
  • the fuel injection architecture 3 is described in more details hereafter with reference to FIGS. 3 a to 3 c.
  • main meter 32 which is adapted for receiving fuel from the tank R (the fuel being sampled from the tank and sent to the meter by one or several pumps not shown) and for receiving a total flow Q to be dispensed to the injectors.
  • the architecture 3 further comprises at least two fuel injection manifolds 30 A , 30 B , two of which are specifically illustrated in FIGS. 3 a and 3 b , and a third one 30 c is also illustrated as an example in FIG. 3 c.
  • Each fuel injection manifold 30 A , 30 B , 30 c issues a fuel flow Q A , Q B , Q C to one or several injectors (not shown in FIGS. 3 a to 3 b ), the injectors being associated with a determined manifold according to their characteristics, for example their permeability or their injection technology, so that the whole of the injectors associated with a same manifold ensures injection compliant to the need of the combustion chamber.
  • the turbine engine may comprise an assembly of starting injectors, which are associated with spark plugs and give the possibility of initiating combustion in the chamber, and an assembly of main injectors, having a larger permeability, and intended to sustain the combustion in the chamber once that the latter is initiated.
  • a first fuel injection manifold 30 A may dispense a fuel flow to the whole of the starting injectors and a second injection manifold 30 B may dispense a fuel flow to the whole of the main injectors.
  • the injection architecture further comprises a distribution meter 31 , positioned between the main meter 32 and the injection manifolds 30 A , 30 B , i.e. downstream from the main meter relatively to the fuel flow and upstream from the injection manifolds relatively to said flow.
  • the total flow Q metered by the main meter is distributed by the distribution meter into two flows Q A and Q B respectively issued to the manifolds 30 A and 30 B .
  • the architecture 3 further comprises at least one bypass valve 35 connecting together both manifolds 30 A and 30 B .
  • the architecture comprises a single bypass valve 35 , which is adapted for discharging a flow from a first manifold to a second manifold in the case of overpressure in the first manifold, thereby giving the possibility of limiting the pressure in the first manifold for limiting overpressure.
  • the operating direction of the valve is advantageously selected according to the distribution law normally adopted by the distribution meter 31 , since this law determines which manifold is preferred for the injection of fuel, and therefore which manifold has a maximum probability of being found in overpressure in the case of malfunction of the distribution meter.
  • the distribution meter 31 gives preference to the manifold 30 A in the sense that the totality of the flow Q is sent towards this manifold, until the flow attains a determined threshold Q S .
  • Other distribution laws may be contemplated, in which for example the distribution meter divides the flow between both manifolds before the flow attains a given threshold in one of the manifolds.
  • the distribution meter has a failure, preventing it for example from modifying its position, it is the manifold 30 A which may be rapidly found in overpressure since the global permeability of the corresponding injectors 21 A does not allow injection of the totality of the flow which they receive without exceeding the maximum acceptable pressure.
  • the bypass valve 35 is in this case advantageously positioned so as to discharge the manifold 30 A towards the manifold 30 B in the case of overpressure in the latter.
  • the valve 35 opens when the flow in the manifold 30 A causes pressure in this manifold such that the pressure difference between the manifold 30 A and the manifold 30 B exceeds a determined threshold.
  • the corresponding flow rate is noted as Q threshold .
  • this threshold is selected to be less than the maximum total flow rate Q Max , and greater than or equal to the maximum flow rate in the manifold Q AMax .
  • the distribution of flow between the manifolds 30 A and 30 B with the bypass valve 35 is illustrated in FIG. 4 . It is thus ascertained that even with a failure of the distribution meter 31 , the total flow is distributed between both manifolds and may however attain the maximum total flow rate Q Max to be injected into the combustion chamber, thereby giving the possibility of preserving the power of the turbine engine.
  • the injection architecture may also comprise an overpressure valve 33 associated with the main meter 32 and giving the possibility of sending back excess flow towards the upstream side of said meter, in particular in the case of fuel overpressure between the main meter 32 and the distribution meter 31 .
  • the threshold for opening the valve 35 is advantageously selected so that the latter opens before the valve 33 : as visible in FIG. 4 , the opening of the valve 35 takes place before attaining a flow level in the manifold A corresponding to a pressure which may cause opening O 33 of the overpressure valve 33 .
  • an alternative embodiment comprising two bypass valves 35 , 35 ′, positioned and staggered between both injection manifolds 30 A , 30 B , i.e. one valve is adapted for discharging a fuel flow from the manifold 30 A to the manifold 30 B in the case of overpressure in the manifold 30 A , and another valve 35 ′ is adapted for discharging a flow from the manifold 30 B to the manifold 30 A in the case of overpressure in the manifold 30 B .
  • overpressure in a manifold is meant a pressure difference exceeding a determined threshold between the relevant manifold and the other manifold.
  • This configuration gives the possibility of overcoming all the types of malfunction of the distribution meter 31 , even in the less likely cases when, the meter supplying in priority for example the manifold 30 A , it remains blocked in a position where it only supplies the manifold 30 B .
  • the second bypass valve 35 ′ allows discharge of the flow towards the manifold 30 A and therefore preserving a sufficient total flow in the combustion chamber for maintaining the power level of the turbine engine.
  • bypass valve(s) 35 ′ are advantageously hydromechanical valves, i.e. valves for which the operation is purely mechanical and thus exclusively cause by a pressure difference exerted on a mobile element which opens when the pressure difference has attained a determined threshold. This type of valve has great reliability.
  • a possible injection architecture then comprises pressure sensors 36 positioned in each manifold 30 A , 30 B , adapted for measuring the fuel pressure in each manifold, and a processing unit 36 connected to the sensors and to the valves, and configured for controlling the opening of each valve according to pressure values provided by the sensors.
  • the architecture may comprise, instead of the pressure sensors, a differential pressure sensor adapted for directly measuring a pressure difference between the manifolds, the processing unit controlling the opening of the valve from this pressure difference.
  • the processing unit 37 may control the opening of the valve from other parameters, optionally accumulated with the pressure difference, these parameters being advantageously selected from among the following group: one or several speeds of rotation of the turbine engine, atmospheric air pressure outside the turbine engine, air pressure at the output of one or several compressor stages of the turbine engine, fuel pressure at the output of a low pressure pump of the turbine engine, a fuel pressure at the input of a high pressure pump of the turbine engine, an actual position of the main fuel meter, and an actual position of the distribution meter.
  • the processing unit may use other signals related to the control of the engine and be integrated to a system for controlling the engine.
  • valve of FIG. 3 a and those of FIG. 3 b are hydromechanical valves, while the valves of FIG. 3 c are electromechanical valves.
  • the injection architecture comprises more than two fuel injection manifolds
  • it may then comprise one other or several other distribution meters 31 ′ for distributing at each stage the upstream flow into two sub-flows, distributed either to the two injection manifolds, or to two distribution meters, or further to a distribution meter and an injection manifold.
  • FIG. 3 d An example of a configuration with more than two manifolds is illustrated in FIG. 3 d , in which a distribution meter 31 dispenses the total flow Q between the injection manifold 30 A and a second distribution meter 31 ′, which itself dispenses the flow fraction received between the injection manifolds 30 B and 30 C .
  • the architecture 3 may comprise one or several bypass valves 35 downstream from one or several distribution meters, depending on the distribution laws of each meter as explained herein before.
  • FIG. 3 d a single bypass valve 35 is illustrated downstream from the first distribution meter 31 .
  • the proposed architecture therefore gives the possibility of suppressing possible overpressures in the fuel injection manifolds while maintaining the power of the turbine engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US15/311,820 2014-05-19 2015-05-18 Improved fuel injection architecture Abandoned US20170096946A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1454472A FR3021073B1 (fr) 2014-05-19 2014-05-19 Architecture d'injection de carburant amelioree.
FR1454472 2014-05-19
PCT/FR2015/051282 WO2015177442A1 (fr) 2014-05-19 2015-05-18 Architecture d'injection de carburant améliorée

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US20170096946A1 true US20170096946A1 (en) 2017-04-06

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US15/311,820 Abandoned US20170096946A1 (en) 2014-05-19 2015-05-18 Improved fuel injection architecture

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US (1) US20170096946A1 (fr)
EP (1) EP3146268A1 (fr)
JP (1) JP2017524087A (fr)
KR (1) KR20170007446A (fr)
CN (1) CN106460672A (fr)
CA (1) CA2948278A1 (fr)
FR (1) FR3021073B1 (fr)
RU (1) RU2016149624A (fr)
WO (1) WO2015177442A1 (fr)

Cited By (2)

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Publication number Priority date Publication date Assignee Title
EP3770406A1 (fr) * 2019-07-24 2021-01-27 Pratt & Whitney Canada Corp. Système et procédé de distribution de carburant
US11555456B2 (en) 2019-07-24 2023-01-17 Pratt & Whitney Canada Corp. Fuel delivery system and method

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US10815893B2 (en) * 2018-01-04 2020-10-27 Woodward, Inc. Combustor assembly with primary and auxiliary injector fuel control
KR102695352B1 (ko) * 2019-10-22 2024-08-14 한국전기연구원 확장된 슬라이딩 모드 관측기를 이용한 spmsm 구동 시스템 기계 파라미터 추정 장치 및 방법
FR3114617B1 (fr) 2020-09-25 2022-09-30 Safran Aircraft Engines Clapet de surpression et circuit de carburant pour une turbomachine d’aeronef
CN114704387B (zh) * 2022-05-10 2023-04-25 南京国电南自维美德自动化有限公司 一种燃气轮机燃料控制方法

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
EP3770406A1 (fr) * 2019-07-24 2021-01-27 Pratt & Whitney Canada Corp. Système et procédé de distribution de carburant
US11555456B2 (en) 2019-07-24 2023-01-17 Pratt & Whitney Canada Corp. Fuel delivery system and method

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Publication number Publication date
CN106460672A (zh) 2017-02-22
KR20170007446A (ko) 2017-01-18
EP3146268A1 (fr) 2017-03-29
WO2015177442A1 (fr) 2015-11-26
CA2948278A1 (fr) 2015-11-26
FR3021073A1 (fr) 2015-11-20
FR3021073B1 (fr) 2019-06-07
JP2017524087A (ja) 2017-08-24
RU2016149624A (ru) 2018-06-20

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